Gas-engine.



C. A. LUNDY.

GAS ENGINE.

AWLECATION FILED 001.25. 19:5.

Patented Dec. 26,191f

4 SHEETS--SHEET 2.

ATTORNEY C. A LUNDY.

GAS ENGQNE.

APPLICATION man our. 25. 1915.

1 ,21 0,088. Patented 1m. 26, 1916.

4 SHEEI'S SHEYT 3.

INV EN TOR.

Z BY #5 A TTORNEY C. A. LUNDY GAS ENGINE.

APPLICATION man ocr.25.191s.

1 ,21 0,088. Patented Dec. 26, 1916.

4 SHEETS-SIIEET 4.

WITNESS 9 5- H z, X54 INVENTOR. Z022, Sif M! ya A TTORNE Y a citizen of the-United State UNITED entree PATENT OFFICE.

cminnns A. LUNDY, or

nmzo, 'nnvsnA, ASSIGNOR TD'LUNDYQGAS ENGINE COMPANY, v or none, mavens, A conronn'non.

GAS-ENGINE To all whom it may concern:

Be it known that I,. CunsilEs-A. Loner, residing at Reno, in the county of Washoe and State of Nevada, here invented certain new and use ful Improvements in Gns-Engii' es, of which the following is a specification.

My invention relates to that class of gasengines in which a. single o'rted cylinder is arranged for rotation on lts axis, and by reason of such rotation is adapted to carry itsflport, in tiuiely succession; into registry with fixed charging, exploding and exhaust. ing connections; and more particularly my present invention relates to and concerns that gas-engine of this type which was patented by me March 31, 1914:, No. 1,091,854:,

1 present invention consists and for a. full end the improvements thereon for which'I have now pending an application Serial, No. 849,622, filed June 3, 1914. In the develop: ment of thi's'engine certain features have attained a prominence which has arisen from the necessities of good practice. These may he briefly and generally mentioned as reinting to the shape of the cylinder; the means for revolubly mounting and locking the cylinder in its seat to resist end thrust, while adapting it for rotation on its axis; and the means for efficiently adapting the fixed plural-ported sleeve-valve and :issociated valve-chamber or head to the rotating cylinder.

In these features and improvements, my

understanding thereof I shall now describe them in detail in connection with the eccom- .pnnying drawings,- in which-- Figure 1 is an elevation of my gas-engine. Fig. 2 is a plan of the same, broken in part. Fig". 3 is an enlarged view, partly in elevation and partly in section, showing" one cyli nder complete and a portion of another cyl inder Fig. 4 is a horizontal cross-section through the valve-area of the cylinder, taken on the line mw of Fig. 5. Fig. 5 is a ver tical cross section of the same on the line Fig. 4. Fig. 6 is it section in the lug-sleeves of the imlve-nrea.

l-is4the crank case, which is also the bed of the engine. l

" 2 are the cylinders. I have here shown a.

Specification of- Letters Patent.

Application filed Uctober 25, 1915. Serial No. 57,710.

Patented Dec. 2c, 1916 four cylinder engine, though it will be undcrstood that the en ine may have one or any number of cylin ers. Each cylinder is revolubly locked to the bed by a connection which will enable it to to explosion, on its axis. Fig. 3, and is and will adapt it for rotation This connection is shown in. as follows. As all the cylinders are alike, :1. description in the singular i Extendmg froln.

number will be simplest. the crank-case is an annular shell or housing 3 which forms the sc'atfor the cylinder.

This housing is open at both ends, and has.

formed on its inner'surface, near its upper or outer end, an inwardly extending 1."! or, 2 is in two 7 111g 4, which as shown in Fig. 6, spaced opposite sections. Closely fitted upon the exterior of the lower portion of the cylinder is a spiral gear 5. The fitting is by means of threads 6 onthe cylinder, the gear being threaded on its inner to a shoulder 7, and said gear is screwed u on thethreads 6 of the cylinder to this shoul der, as seen in Fig. 3. The portion of the gear above the shoulder is formed as a thrust bearing race 8 for the bell'bearings 9.

10 is a. lock-ring which on account of its lower flange 10 spaced in sections, as seen in Fig.6,'clamps in place by a partial turn on or under the rib of the cylindersent housing 11 is an gdju sting-ring threaded into the lock ring 10, and formed on its lower surface with the com lcmental race 12 for the bell'beerings 9. 'l he inner surface of the ddjusting-ring 11 is hollowed out for n packing space 13.

The seat housing 3 has at its lower or in-. ner end 41. flange 14 upon which rests in suit able lower anti-friction bearing which in its best form comprises the inner ring 15 freely fitted around thecylinder, and supporting the spiral gear 5,-tl1e outer ring 16 resting on the flange '14 and having an inclined in car surface, and the taper rolls 1? between theltwo rings. The annular seat housing 3 may be cast with a separate part bolted thereto.

The gear 5 is screwed on the cylinder in the direction that power is applied to rotate thev cylinder, nndit locks in place against the shoulders at 7, thus needing no keys, set screws, or thelike' to hold it. The finished surface of the gear fits closely to thcfinished resist end-thrust, due j diameter down '1'- or lug 4- on the inner surface the crank case, or it may be surface of the cylinder and thus insures :1 perfect alinenient. special feature to be noted in this revoluble lock connection for the cylinder is thal the. locking and adjustin; nut member is doubled. and comprises the outer lock-ring 10. and the inncr adjusting-ring l1. 'l'hc outer ring 10 needs only a partial turn to lock it to or to release. it from tlin housing rib or lug -l-. and the inner ring ll threads into the outer ring and rests on the ball hearinp i). This coir struction provides for an adjnstnn-nt of the hearings that is not. disturbed by the removal of the cylinder from the seat-housing 3.

The cylinder 2 has a peculiar and novel form or shape. in that its upper portion is a relatively long slender neck l which forms a valve. This valve neck extends directl) and centrally fr m the main body or pistonarca of the cylinder, and is open at both ends. It forms not only the valve member of the valve area or system but also the com pressing and tiring rhan'iber directly ovcr the center of the piston. It has the ad vantages ol simplicity and economy and it has power developing properties as will be more fully seen as the description herein progresses. 'lhis neck 9. is of such length and diameter in proportion to it given size cylin er, as to form the correct size com-r pressi. i and firing chamber. In the, wall of the neck 2 of the cylinder is made tho sin gle port 18.

Around the lower portion of the neck 2 in grooves therein are seated the packing rings 19 in any suitable number. say four, for example. Upon the top of the neck is screwed down the annular lock-nut 20, in a groove in the Faro of which is seated a pack- 111;! ring 21. The port 18 in the cylinder neck lies in the area between the uppermost packing ring '19 and the lower surface of the nut 3 and around this area is fitted a set or series of packing-slm-ves 22. These sleeves may be in any desired number: T have. for illustration. shou'n two. They are nested. one within the other and interlit closely. An essential feature of these sleeves to be particularly noted is that each is not only severed longitudinally. but the severed edges are scparated by a distinct space. to provide for a continuance of fit undeall conditions of expansion and contraction. 'lhese, spaces a re designated by 23. and they are best arranged in the two sleeves opposite each other, as seen in Fig. 4. These sleeves while they inter-fit closely do not normally closely fitthe neck of the cylinder, that is to say. the inner sleeve loosely fits the neck being separated from the exterior surface of said Ht'l'k by a distinct space. as shown in Figs. l and at 12+. The sleeves contract imvfardly when heatcd and expanding, thus lessening their diameter on the inside and retaining the same closeness to the member on the outside, thus preventing a loss of gas, and avoiding binding and cutting.

Tho sleeves 22 fit between the shoulders formed by the uppermost packing ring 19 and the lower surfact of the lock out 20, as

best seen in Fi 5, and they are locked or' pinned to the neck, as. for example, at 22', Figs. -l and 5, so that they rotate therewith. 'lhrough the walls of the sleeves is made a port 25 which permanently registers with the port 15-1 of the cylinder neck, as shown in Fig. 4-.

21' is a fixed valve-scat sleeve. It is n cylindrical shell closed at the top except for a spark-plug hole 28 threaded'in the center thereof. as in Fig. It has the inlet port 29 cut in one side and the exhaust port 30 cut in the other side. It slips down over the cylinder valve neck '2, fitting firmly against the face of the packing ring 21 in the nut 20. the faces of the lower set of packing rings 19, and the outer surface or face of the outermost packing sleeve 22, as shown in Fig. thus preventing the passing of any air or gas mixture by the valve or packing rings or sleevesf The valve-seat sleeve 27 is held fixed and non-rotatable by the cylinder head or valve chamber 31 which fits over it. This head has a top flange overlapping upon the upper end of the sleeve valve 27 and lock pins 33 through this flange into the sleeve connect the two. A packing look nut 34 is fitted to the. lower ends of the' sleeve and head. The head 31 has an intake passage 35 which registers with the inlet port 29 of the sleeve 27. and an exhaust port 36 which registers with the exhaust port 30' of. the slecve. It will now be seen that, as, the alined ports 18 and 250i the cylinder valveneck and its packing sleeves rotate they will alternately open and close the alined inlet. and exhaust ports and passages of the fixed valve-scat sleeve and hnd. All these ports are laid in proper width and separated to provide the correct timing of a. four cycle motor. To properly support and hold the valve-chamber head 31 stationary, said head has extended lugs 37 from which tie-rods 01' bolts 39 pass down to lugs 39 on the cylindenseat-housing 3' of the crankcase, as seen in Fig. 1. In case the seat-housing 3 be made as a separate piece from the crankcase, it may hemade with other lugs 40 for bolting it to the casing, as seen in ig. 3. i

The driving mechanism for rotatln the cylinders is as follows: The sent-housing 3 has made in its face an'openin'g 41, surrounded by a flange. 42, to which the cap 43 bolts and holds the bearings 44 and the.

driving shaft 45 in place. and allowing the spiral pinion 46 to engage the spiral gear 5 through the opening, ll. The shaft 45 may be driven by any suitable connections, as,

for example hr the silent ehaiu 47 from the (rank shalt JH. The spiral {rears 4t) and 5 are of Stlt'll ratio that the cylinder 3 must revolve at one half the speed of the crank shaft 48. To the rranlt shait are ronneeted the piston rods, one of \vhieh in ahown l v 49 in Fig. 3. and these at their other ends are mmnerted to pirtons \vhieh are not shown hemii'n it lltFillg snl'lirient for the purposes; of the present appliratimi to state that these pistons are an eonstrurted an to permit the eylindern to rotate around them with the least poauihie frietion, as l have tullv di.-;- closed in any patent hereinlwl'ore referred to.

In the. present drawings I have shown means for air-voiding \vhiel; may now he. deawriiawl: hut an the novelty of these means are: the Hulda-rt matter of a divisional an plirat ion no e ainln therefor are made herein. The eriinder F. above its revoluhle"ronnention with th seat-housing: l and helow its valve nerh if, tl .it. in. in ilja piaton-zn'ea. is provided with this or liangres 5U. heiieall direi-ted and so pitehed or inelined an to Hi-FW an tan hladen to pull the air away from the nevi-1 L? and its anseiuhled parts. as the t-ylinder rerolrea 'lhesr fins or flanges are in praei'ii-e heat. east with the evlinder. The stationary valve-i-hainher head 31 aurround d he a aeriea of rooling iimor hinges 52. the n 'mer one of .viiirh is tininhed with 'T for tlw tie rods 39 heretpt'ore.

the lugs: menti ned.

Surrrulnding the whole engine is an air direefing ahell or homing 5'3. At the front end this hoilu ng is only partly open as at 53, tin mg: (lll1-'l'll lav the wall M in the remaining part. At the rear end the arrangw ment is reiatiwlv the opposite of that at the front enlh said .qar euri lazing open in part: at 553 and l'loswl in part by a null 56, the openings in front and rear being thus on opposile sides of a ventral longittnlinal vertical piane through the housing. The eurrent of air. thereform \vhirh enters through the opening Jail at the trout end is on one side. of

the nvlindera. \vhieh re.'olvin L into said rur rentrateh the air and pass it to the other Shit in line for it to pass out. through the opening 55 at the rear end of the housing. The rurreni is drawn out hv the suetion fly wheel 5'? mnneeted with the housing 5:! hv

a housin ST". The eourse ot' the air in indi outed hy the arrow in Fig. 2. The eylinders are timed to llltlliv one eonlplote revolution lit-tween till'll explosion. tllllh' bringing every part into the HHIJH' temperature of eooling air onre after eaeh heating running a. uniform expansion of the eylinder everywhere and a uniform Pooling of all working parts. 58 iudirates the magneto and 59 the mag neto gear housing. tanln and (:1 the exhaust manifold.

I. In a gas-engine having a cylinder no. in Fig. l. is the oil ing. said gear having a hall rare in its top a.

liu'l(-1'ili 'f detaehahly engaging under the lug of the housing. an adjusting ring screwed into the loek-ring around the cylinder, aaid adjusting" ring: having a. mniplemental hall race in its under aurl'aeeghalla hetaveen the two aurl'aeea. and an antit'rietion hearing ('tli'i'ltd in the lame ot' the housing and supporting the'gear of the Vlinder.

2. in a {Itlhdllgllltl ha ring a cylinder adapted for rotation on its axis. and means ealled into llIlH'l) aetion hy the rotation of the evlincler f r znlinitting an explosive mixture exploding Sititl mixture and exhausting the prodnets of explosive Poml'iuation. the means for ra-ioluhlv mounting said ejv'linder comprising a titted housing in \vhieh the evlinder is neateuh said housing having: an inte rnal lug in its upper portion. a gear fitted upon the end of tho (-vlinder within the housing. said gear having a hall rare in its top, a halt-ring tltlfHl'ltllilY engaging under the lugoi' the ilUHSlflg. an adjusting rin sereived into the lock-ring around thee vlinder. said adjusting ring havinga ronn pleniental hall :aeein its under surface. halls betw en the two tun-lanes. a tree ring; ran ried in the lame oi the housing, the cylindergear resting on said ring. an opposing taper tin-ed ring in the housing hase. and taper rollers between Sfi'ltl rings.

3. in a gas engine. the eombination of a rylinder having a centrally extending rednved nee]: portion forming the charging, eumpression and tiring chamber and the, mntrollin; valve therefor, said neCl;.})o.-'ti(n1 having in its wall a. single port; a nonuo.

tilting: valve-neat sleeve fitted over said eylin-ler valve neck and having. a spark plug hole in its top and separate ports inits sides with \vhieh the port in the eyhnder valve neelt alutressively registers as the cylinder rotatea; suitahle parking between the valve ner-k and seat sleeve a non-rotating head titted over said :snat sleeve. and having inlet and exhaust passages (aunmunitating with the poi'ta of said seat-sleeve; means for revoluhly mounting: said cylinder to adapt it for rotation on its axis: and means driven by the engine for effecting the timely rotation of the e v 'linder.

l. in a gaaengine, the combination of a cylinder having a centrally extending reduced neck portion forming the charging, compression and tiring chamber and the 

